An actuator (1) for a rear axle steering system of a vehicle includes a thrust rod (2) which is longitudinally displaceable within a housing (3). The thrust rod (2) has a rotation lock (4) having a guide element (5) which is guided in the axial direction in a single-part or multi-part slide rail (6) arranged on the housing (3). An elastomer ring (7) is arranged between the slide rail (6) and the housing (3).

A coupling structure of suspension may include an assist knuckle, a RevoKnuckle rotatably engaged with the assist knuckle, rotated independently from the assist knuckle, and performing steering of a wheel located at an outermost periphery, a steering input portion fixed to a vehicle body and applying a steering force to the RevoKnuckle during steering, a rotation transfer unit located between and coupled between the RevoKnuckle and the steering input portion and absorbing angular displacement formed between the steering input portion and the RevoKnuckle, a first link unit having one end located on one side surface of the assist knuckle and the other end located at a lower end of the RevoKnuckle, and a second link unit having one end located on the other side surface of the assist knuckle and the other end located adjacent to the other end of the first link unit at the lower end of the RevoKnuckle.

A vehicle includes a first steered axle and a second steered axle behind the first steered axle. The second steered axle is steerable independently from the first steered axle. The vehicle includes wheels on the second steered axle. An electric steering motor is connected to the at least one of the wheels.

An electric power steering apparatus having independent turning mechanisms for respective four wheels of a vehicle, has a problem in that, when a turning motor fails, a turning mechanism for a corresponding wheel stops functioning, resulting in reduction in the maneuverability and the stability of the vehicle. Turning motors of turning mechanisms independently disposed for respective four wheels of a vehicle, each have a redundant configuration. Specifically, each turning motor is configured as three-phase duplexing motors having two three-phase windings and two inverters for separately driving the three-phase windings.

A vehicle includes a first steered axle and a second steered axle behind the first steered axle. The second steered axle is steerable independently from the first steered axle. The vehicle includes wheels on the second steered axle. An electric steering motor is connected to the at least one of the wheels.

A vehicle control method for controlling a vehicle including executing a front wheel and a rear wheel including: front wheel-only steering operation control for turning the front wheel without turning the rear wheel in response to a steering instruction from a driving entity; executing rear wheel-only steering operation control for turning the rear wheel without turning the front wheel in response to the steering instruction from the driving entity; and executing a specified control execution process for executing one type of steering operation control specified by the driving entity among a plurality of types of steering operation control including at least the front wheel-only steering operation control and the rear wheel-only steering operation control.

A vehicle can include a first wheel, a second wheel, and a steering system. Either both the first wheel and the second wheel can be front wheels or both the first wheel and the second wheel can be rear wheels. The steering system can be configured to concurrently cause: (1) a steering angle of the first wheel to be at a first angle and (2) a steering angle of the second wheel to be at a second angle. A difference angle can be a difference of the first angle subtracted from the second angle and can be greater than an angle determined to comply with Ackermann steering geometry. Such a difference angle can act to securely brake the vehicle when the vehicle is parked at a location at which a three-dimensional shape of a topological relief of the location can complicate an effort to securely brake the vehicle.

A corner module apparatus may include: a drive unit configured to provide driving power to a wheel, a knuckle unit connected to the drive unit, a steering drive unit configured to generate a steering force while extending or contracting in a longitudinal direction, a steering angle adjustment unit connected to the knuckle unit, disposed so that a longitudinal direction thereof is different from the longitudinal direction of the steering drive unit, and configured to adjust a steering angle of the wheel in conjunction with the steering force generated from the steering drive unit, and a crank member disposed to be spaced apart from the steering drive unit in a height direction of the vehicle body and configured to convert a transmission direction of the steering force, which is generated from the steering drive unit, into the longitudinal direction of the steering angle adjustment unit.

An actuator (1) for a rear axle steering system of a vehicle includes a thrust rod (2) which is longitudinally displaceable within a housing (3). The thrust rod (2) has a rotation lock (4) having a guide element (5) which is guided in the axial direction in a single-part or multi-part slide rail (6) arranged on the housing (3). An elastomer ring (7) is arranged between the slide rail (6) and the housing (3).

A steering system for a vehicle includes: an operation member operable by a driver; a front-wheel steering device to which the operation member is connected to enable a front wheel to be steered by a steering amount; a rear-wheel steering device configured to steer a rear wheel independently of the front wheel; and a controller configured to control the front-wheel and rear-wheel steering devices. The controller executes a front-wheel steering force application control to apply, to the front wheel, a steering force including, as a component thereof, a driving support force that causes the vehicle to travel along a target travel line. The controller determines, in the front-wheel steering force application control, the driving support force based on a target operation amount that is the operation amount of the operation member to cause the vehicle to travel along the target travel line and a steering amount of the rear wheel.